Power transmission



July 23, 1940- c. A. NERACHER POWER TRANSMISSION Filed Oct. 26, 193'? 6Sheets-Sheet 1 July 23, 1940. C, A NERACHER 2,208,643

POWER TRANSMISSION Filed 0G12. 26, 1957 6 Sheets-Sheet 2 POWERTRANSMISSION Filed Oct. 26, 1937 6 Shee'ts-Sheel 3 gmc/wm@ f CARL. A.NER/:CHER

July 23, 1940 c. A. NERACHER 2,208,643

POWER TRANSMISSION Eli MU "U U CARL A. NERAUHER July 23, 1940. Q ANERACHER 2,208,643

POWER TRANSMISSION Filed Oct. 26, 1937 6 SheQtS-Sheet 5 l TRAFFICDRIV/Na Ima/ruolo M5 CARL R. NERA CHER July 23, 1940'. c. A. NERAcl-IERA 2,208,643

POWER TRANSMISSION Filed 0612. 25, 1937 6 Sheets-Sheet 6 Patented July1940 UNITED STATES :.zoasls rowEa TRANSMISSION Carl A. Netteller,Detroit, Mich., assigner to Chrysler Corporation, Highland Park, Mich.,a corporation of Delaware Application october 2s, 1937, serial No.171,167

25 Claims.

This invention relates to power transmission mechanism and refers moreparticularly to im:- provements in power transmission systems especiallyadapted for use in connection with motor vehicles, although notnecessarily limited thereto.

My invention, in certain more limited aspects, provides improvements inthe drive and control for power transmission systems having epicyclic orplanetary gear trains. It is customary, with such planetarytransmissions, to arrange the gearing to provide for the desired numberof speed ratios between the engine and vehicle driving ground wheels andsuch gearing is customarily selected and controlled to obtain thedesired driving speed ratio by actuation of any one of a group oftransmission gearing controlling devices usually consisting of reactionbrake bands associated with and controlling the rotation ofcorresponding drums or similar elements of the various gear trains.

One object of my invention resides in the provision of a simple andnovel means for controlling the degree of engagement of the speed ratiocontrolling devices of the transmission, capable of manufacture atrelatively low cost. 1

Another object of my invention, in its more limited aspects, is toprovide a variable regulating means whereby the fluid, which actuatesthe iiuid operating means for controlling the brake bands and clutchesof the planetary gear trains of a transmission or other correspondingparts of other types of transmissions, is iniinitely regulated from apredetermined low toa predetermined high pressure. In the broaderaspects of my invention, the fluid pressure is preferably provided by asuitable liquid medium such asv oil, but the uid pressure medium may beair under pressure greater or less than atmospheric pressure.

A further object of my invention resides in the provision of a novelcontrol for my variable regulating means in the form of a pedal which ispreferably substituted for the well known clutch pedal for controllingthe friction plate clutch in 45 a motor vehicle. It is thereby pomiblefor the vehicle driver to depress this pedal in a manner similar todepressing the well known clutch pedal while changing gears or when itis desirable to release the drive between the engine and the 50 drivingground wheels of the vehicle, during which downward movement of thispedal the pressure of the fluid will be ininitely regulated from apredetermined maximum to a predetermined minimum pressure, at which timea suitable means is provided to release the trans- (Cl. I4-262) missionbrake bands and clutches so that these bands and clutches will notoperate at exceedingly low pressures which give undesirably highslippage. To assist in giving the layman the same feel as he gets withthe well known clutch 5 pedal for the friction plate type of clutch, l'.prefer to provide with my variable regulating means a means whereby whenmy pedal is being depressed to one-third of its travel, the operatingpressure from a suitable swash-plate type pump is in- 10 iinitelycontrolled to approximately one-third of its maximum pressure-themduring the other two-thirds movement of the pedal, the pump pressure isvery gradually controlled down to approximately one-eighth of itspredetermined l5 maximum pressure, at which stage I prefer toincorporate an electrical switch to be contacted to actuate the samesolenoid which is used to control the master distributor valve of theplanetary transmission of such type as is described and 20 claimed inthe co-pendng joint application of Carl A. Neracher and Teno Iavelli,Serial No. 53,- 284, filed December '7, 1935, so as to give completerelease of all the bands and clutches.

A still further object of my invention is to provide a plurality ofcontrol systems for my variable regulating means, such as a vehicleaccelerator pedal control whereby my variable regulating means can becontrolled in a manner similar to that of my pedal except that theoperation pressure is at a predetermined minimum when the acceleratorpedal is in its normal or released position, and is at a predeterminedmaximum when the .accelerator pedal is fully depressed.

Another object of my invention, in its more limited aspects, resides inthe provision of a novel and eilcient means for readily and convenientlyvarying the pressure produced by the well known swash-plate pump of suchtype as is described and claimed in the co-pending application ofAugustin J. Syrovy, Serial No. 29,788, led July 5, 1935, this meansincluding a movable fulcrum acting on the swash plate and permitting theuse of a pressure accumulator with' this 45 pump.

Further objects and advantages of my invention will be apparent from thefollowing detailed descriptions of several illustrative embodiments ofthe principles of my invention, reference being had to th'e accompanyingdrawings, in which:

Fig. 1 is a side elevational view somewhat diagrammatic in formillustrating my power transmission mechanism as a whole.

Fig. 2 is a detail elevational view showing the 55 manually controlledselector element and the well known pedals of a motor vehicle.

Fig. 3 is a sectional view of the manually controlled selectingmechanism taken as indicated by the line 3-3 of Fig. 1.

Fig. 4 is a sectional View along the line -d of Fig. 3.

Fig. 5 is an enlarged sectional elevational view taken approximately asindicated by the line 5-5 of Fig. 1. f

Fig. 5-A is an enlarged detail sectional View taken along the line 5A-5Aof Fig. 5.

Fig. 6 is an enlarged sectional plan view through the transmission andfluid clutch taken on the line 6-6 of Fig. 1.

Fig. '7 is a sectional elevational view through the transmission,illustrating one of the speed ratio controlling devices and partsassociated therewith, the section being taken as indicated by the line1-1 of Fig. 6.

Fig. 8 is a rear elevational view illustrating the housing mechanism forthe fluid pressure operator and associated control valve, the view beingtaken approximately as indicated by line 8-8 of Fig. 6.

Fig. 9 is a detail sectional elevational' view taken along the line 9-9of Fig. 8.

Fig. 10 is a detail sectional elevational view taken approximatelyv asindicated by the line lll-I0 of Fig. 6.

Fig. 11 is a detail sectional plan -view of the transmission pump,accumulator and pressure control therefor, the section being takenasindicated by the line ll-l I of Fig. 1.

Fig. 12 is a detail elevational view taken as indicated by the line|2-l2 of Fig. 11.

Fig. 13 is a diagrammatic view illustrating the electrical system ofcontrol between the manually operated selector element and the fluidpressure control valve mechanism.

Fig. 14 is a partial side elevational view corresponding to Fig. 1 butillustrating a modified yarrangement of fluid pressure control system.

Fig. 15 is a wiring diagram for the Fig. 14 arrangement.

Fig. 16 is a detail elevational view of a portion of the Fig. 14pressure control system showing the legend therefor.

Fig. 16-A is detail elevational view corresponding to Fig. 16 butillustrating a modified arrangement of the remote control for mypressure control system.

Fig. 17 is a detail sectional plan view corresponding to Fig. 11 butillustrating a modified arfrom the clutch B. The drive passes from thetransmission through the power take-olf shaftv20, which, as usual, mayextend rearwardly of the vehicle to drive the usual ground wheels (notshown).

VThe clutch B may be of any suitable construction for controlling thedrive between engine A and transmission C, this clutch being illustratedin Fig. 6 in the form of a uid coupling type having the usual drivingand driven cooperating vane members 2l and 22 respectively. The drivingvane member 2l is carried by the engine flywheel 23, the latter beingconnected as usual with the rear end of the engine crankshaft 2d. Thedriven vane member 22 is splined to a hub 25 which in turn is splined at26 on the forward end of the driven shaft 21. 'I'his driven shaftextends rearwardly to drive the power take-off shaft 20 through theintermediary of the various gear trains of transmission C.

Where the power means for operating the transmission is aorded by afluid such as oil under pressure, the pump for placing the oil underpressure is preferably operated from the engine to maintain the fluidpressure e'ven when the pump is idling. It is therefore preferred toprovide a pump drive from the driving clutch member 2l rather than thedriven clutch member 22 inasmuch as the latter may be stationary undercertain conditions of vehicle operation such as when the vehicle isstanding still with the engine idling.

This pump drive may be provided by reason of a driving sleeve or hollowshaft 29 mounted on the shaft 21 but rotatable independently thereof.The sleeve 29 has a hub or ange 30 connected at 3l with the driving vanemember 2| of the clutch B so that even when the driven vane member 22 isnot being operated from the driving vane member 2|, the sleeve 29 willbe rotatably driven from the engine crankshaft 24 and ywheel 23. .Thepump drive from sleeve 29 will be more apparenthereinafter.

We have illustrated the fluid type of clutch B since a clutch of thischaracter has a number of advantages in connection with a transmissionof the planetary gear type C and in further connection with ourAarrangement of vehicle driving controls which will be presentlydescribed more in detail. Among the advantages of the uid type of clutchare the provision of a smooth drive for the vehicle through theplanetary transmission, relatively high power driving eiliciency,automatic release of the drive between the engine and transmission whenthe engine is idling, and with the transmission manipulated to establishone of its driving gear ratio settings, and other well known favorablecharacteristics. We desire to point out, however, that other types ofclutches may be employed to control the drive between engine A andtransmission C within the broader aspects of our invention. For example,the well known type of friction clutch may be employed and manuallyoperated or automatically operated by the well known commercial vtype ofvacuum clutch releasing mechanism as will be readily understood.

We have illustrated the change speed transmission C as the epicyclic orplanetary type, this general form of transmission being well known inthe art and, as usual, includes a plurality of transmission speed ratiocontrolling clutches or brakes 32, 33, 34 and 35, these brakingcontrolling devices being respectively adapted to actuate thetransmission in its first speed ratio or, low gear, second speed ratioor intermediate gear, third speed 'ratio or direct drive, and reversedrive. Other speeds may be provided as desired.

'I'he typical brake device 32 illustrated in Fig. 7 consists of an outerband 36 which substantially surrounds the rotary` element or drum 31,the band being provided with friction braking material 38 carried by theband and adapted for frictional engagement with the drum 31. The band 36has its ends formed with laterally projecting actuating flanges 39 and46 positioned adjacent each other, means being provided tomove the bandends toward each other to contract the band 36 for causing the frictionmaterial 38 to brake rotary drum 31, the band having suicient inherentresiliency to expand away from contact with the drumwhen the actuatingmeans is relieved at the anged ends 39`and 40.

In Fig. 7 the low speed ratio braking device 32 is illustrated in theinoperative position whereby the drum31 is free to rotate throughoperation of the planetary gear set 4| somewhat diagrammaticallyillustrated in association with the drum 31. When the braking device 32is actuated by contracting the band 36, the drum 31 is held againstrotation, thedriven shaft 20 in such instance being operated through theplanetary gearing 4| to provide the low speed drive for the motorvehicle.

In order to anchor the band 36 and to substantially equalize the brakingforces applied to drum 31 around the periphery thereof and therebysubstantially avoid a tendency toward lateral loading of the drum andplanetary gearing transverse to the axis of the drum, I have providedthe band with a circumferentially spaced pair of anchoring flanges 42.These flanges are connected through links 43 with the levers 44pivotally mounted at 45 with the supporting bracket 46 of thetransmission side cover casing 41, the levers 44 being interlocked at 4Bso that movement of one of the flanges 42 will be transmitted throughthe pivotal levers 44 and the links 43 to the other portion of the bandassociated with the anchoring device. The links 43 are thus piv` otallyconnected at their opposite ends respectively with the anchors 42 andlevers 44.

The third speed clutching controlling device 34 is arranged for a directdrive through the transmission and differs somewhat from the brakingdevices 32, 33 and 35 in that the controlling device 34 has its rotarycontrolling element 50 adapted for clutching action in a well knownmanner by frictional engagement through the discs by an axially movableclutching member'52. I'he latter clutching member is thus engaged by theyoked end 54 of an actuating lever 55 pivotally mounted by a pin 56suitably supported in the transmission casing.v On the opposite side ofpivot 56 the lever 55 is provided with a step actuating portion 59, thepurpose of which will presently be more apparent.

The transmission casing portions 58 and 58al are respectively providedwith the` vertically spaced inwardly extending supporting brackets 62and 63, respectively, these brackets being formed with coaxial splinedopenings64 and 65; respectively. Splined within these openings are thenuts 66 and 61 which are axially and oppositely threaded to receive thecorrespondingly threaded ends 68 and 69 of an operating oscillatoryshaft or screw 10.

The shaft extends through openings 1| and 12, respectively, formed toopen laterally in the aforesaid band ends 39 and 40, these openingshaving considerable clearance with shaft 10 so as not to bind on theshaft when the band is contracted and expanded. In order to transmit thethrust of the nuts 66 and 61 to the flanges 39 and 40 so as to relievedistorting loads on the shaft 10 and parts associated therewith, eachnut operates a sleeve 13 having a curved face 14 engaging a curved faceof band end 39 or 40. Y The engaged curved faces 14 and 15 provide amovement, such movement `which is disposed in vforming a rack adapted torocking freedom of action, each'sleeve 13 having a clearance indicatedat 16 with the shaft 10.

'Ihe operating shaft 10 of the low speed braking device 32 has itsportion thereof intermediate the band ends 39 and 40 formed with a gear11, the means for oscillating shaft 16 through the gear 11 beinghereinafter more particularly described.

In the operation of thelow speed controlling device 32 as thus fardescribed, it will be apparent that when the shaft 18 is given a rotaryoperates through the oppositely threaded ends 68 and 69 of the shaft 10to cause the nuts 66 and 61 to move inwardly toward each other in theirsplined openings 64 and 65 respectively, this movement acting throughthe sleeves 13 to contract the band ends 39 and 40 whereby the low speeddrum 31 has its rotation checked for establishing the low speed drivethrough the transmission. When the shaft 10 is rotated in the oppositedirection, the nuts 66 and 61 are moved away from each other and theband 36 is expanded to permit the drum 31 to again rotate and therebyrelieve the drive through the transmission controlling device 32. Inorder to avoid repetition I have not illustrated all of the details ofthe brake operated means associated with the controlling devices 33 and35, it being understood that such operating means are similar to thatdescribed in connection with the controlling device 32. For convenienceof reference the operating shaft or screw for the reverse speed brakingdevice is designated at 1lia and the corresponding shaft for the secondspeed braking device 33 is designated asr 18h. The gears associated withthese screw shafts are respectively designated as 11"L and 11b. As willbe more apparent presently, the gears 11, 11EL and 11b and lever end 59are adapted to be selectively operated in order to selectively controlthe engagement and release of the respective speed ratio controllingdevices 32, 35, 33 and 34.

I will next describe the common operating means or selector operatingelement which is adapted for selective engagement under manual controlwith the aforesaid screw gears 11, 11a and 11b for respectivelyoperating the speed ratio controlling devices 32, and 33; also foroperating the direct or third speed controlling device 34; and also forestablishing a neutral condition in the transmission.

'I'he transmission casing is adapted to support in a forward opening 18the reciprocating vand oscillating rack or actuating shaft D. 'I'he rearbearing for shaft D is provided by a member 19 a suitable opening 86 inthe rear end wall 8| of the transmission casing 8|, the rear end of theactuating shaft D being also supported by a piston for reciprocating theshaft and which will presently be referred to in detail.

This actuating shaft D has a series of teeth be brought into operativeassociation with each of the screw gears, these racks being designatedat 83, 82 and 84 for respectively operating the screw gears 11, 11a and11b. 'I'he forward end of shaft D is further provided with a third speedactuating projection 85 adapted for engagement with the lever shoulder59 for operating the third speed controlling device 34. It will be notedthat the racks and projection 85 are longitudinally spaced along theshaft D and that they are also spaced circumferentially of the shaftwhereby "upon progressive rotation of the shaft only one of the racksand the projection 85 will engage its associated screw gear or lever 55at any time.`

In Figs. 6 and 7 it will be noted that the shaft D is positioned so thatthe low speed rack 82 ls in position for operating the low speed gear 11and when the shaft D is moved forwardly or to the left as viewed in Fig.6, the low speed screw 10 will be rotated to cause the aforesaid brakingoperation of the low speed controlling device 32 for establishing thelow speed drive through the transmission. It will furthermore be notedthatwith the low speed rack 82 in the position illustrated, theremaining racks 83, 84 as well as projection 85 are free from engagementwih their respective associated gears 11B, 11b, and the lever 55. FromFigs. 6 and 'l it will be noted that the shaft D has a spacelongitudinally and circumferentially between the second speed rack 84and the direct drive projection 85, this space being designated as theneutral space N so that when the shaft is positioned with this spacefacing the screw gears, each of the racks as Well as projection 85 willbefree from contact with their associated screw gears and lever 55, andthe transmission will be in neutral at which time the various brakingdevices 32, 33, 34 and 35 are released.

In order to selectively rotate the rack D for selectively engaging theracks and projection 85 thereof with the respective screw gears andlever 55, and also for axially operating the shaft in the variouspositions of selective adjustment, the following mechanism is provided.

Rearwardly adjacent the reverse rack 83, the shaft D is provided withacircular rack or gear ,86 meshing with a segmental rack 81 rotatablyfixed with a shaft 88, best shown in Fig. '1, this shaft being rotatablyjournalled by a bearing 89 carried by the transmissionside cover 90. Theshaft 88 has xed thereto, outwardly of the transmission cover, a lever9| connected at 92 (see Fig. 1) to a Bowden wire operating mechanism 93.

'I'he Bowden wire operating mechanism 93 extends forwardly for pivotalconnection with a ball end 94 of a lever assembly 95 secured to atubular shaft 96 as shown in Figs. 5 and 5A. The forward end of theBowden mechanism has a guide 91 provided by the bracket 98 rigidlysecured to the outer stationary tubular housing 99 comprising thesteering post, as best shown in Fig. 1. A yielding connection ispreferably provided at some convenient point between the manual selectorelement, which will be shortly described, and the segmental rack 81 forrotatably adjusting the shaft D. I have illustrated this yieldingconnection in Fig. 5A intermediate the lever ball end 94 and the forwardend of the Bowden wire mechanism 93. The wire 93 is anchored at itsforward end to a housing provided with preloaded oppositely actingsprings |0| and |02 which respectively act against the ball seats |03and |04. 'I'he springs |0| and |02 have sufficient rigidity so thatnormally they provide a rigid connection between lever 95 and Bowdenwire 93. However, if for any reason the manually operated adjustingmechanism for the shaft D should bind at any point, the mechanism willbe protected during any manual adjustment of lever 95 under suchconditions by reason of the ability of springs |0| and |02 to yield.This yielding connection is therefore in the nature of a safety devicefor the manually controlled selector.4 operating mechanism. The

hollow operating shaft 96 extends within the housing 99 and is suitablyrotatably journalled therein.

Rotatable within 4the hollow shaft 98 is the hollow steering shaft |01operably connected at its upper end to a steering wheel |08 and adaptedfor operable connection at its lower end to the usual steering mechanismfor the front ground wheels of the motor vehicle (not shown). Thehollowoperating shaft 98 extends upwardly to the point preferably justbelow the steering wheel |08 to the manually controlled device generallydesignated at E for selectively controlling or manipulating thetransmission speed ratlos as will be presently more apparent.

Returning now to Fig. 6, the selector rack shaft D has its rear endadjacent the circular rack 86 provided with a groove |09 adapted toreceive the flange l||0 of the fluid pressure operating piston assemblyadapted for reciprocal movement in the cylinder |I2 which is a part of acasting ||3, best illustrated in Figs. 8 and 9 as attached at ||4 to therear wall of the transmission. The piston provides the actuating memberof the power operating means G for moving shaft D under power to engagethe various brake bands and the direct speed clutch 84.

For yieldingly urging the rack shaft D to the right or rearwardly torelease -the speed ratio controlling devices, I have provided primemover means F preferably in the form of a compression coil springsurrounding the rear end portion oi' shaft D between the fixed abutmentprovided for thebearing member 19 and acting on piston In Fig. 6 it willbe noted that the bearing member 19 is conveniently held in position byclamping the same between the rear casing wall 8| of the transmissionand the casting assembly H3.

The piston has a flexible sealing cup III adapted to seal the pistonagainst escape of the fluid forwardly of the cylinder ||2, the cupbearing against the walls of the cylinder under the action of the fluidpressure introduced to thepressure chamber H6. 'I'he sealing cup is heldin place by the rearwardly extending threaded reduced end I|1 of shaftVD together with a fastener or nut ||8. Fluid, such as oil underpressure, is introduced to the pressure chamber |I6 as best shown inFig. 9, through a passage leading to the valve controlled chamber orcylinder |20 which slidably receives the fluid pressure supplycontrolling valve |2|. The cylinder |20 is supplied with oil underpressure through a passage |22 which receives the oil by a conduit |23formed in the transmission casing casting. The conduit |23, as bestshown in Fig. 1, leads to the delivery side of a swash-plate type pump Hdriven from its location in the oil storing sump or reservoir |24 of thetransmission casing by reason of the shaft |25 provided at its forwardend by a driving gear |26. This gear.

meshes with an idler gear |21 which in turn meshes with the drivingpinion |28 (see Fig. 6) carried on the rear end of the driving sleeve 29which, as aforesaid, is fixed to the fluid impeller 2|.

A valve guide porting member |29 is pressed into the cylinder 20 so asto be fixed therewith, this porting member having annular conduits |30and |3I, respectively, communicating with the passages |22 and H9. Theannular passages |30 and |3| are also respectively provided with theinwardly extending ports |32 and |33 adapted for control by the valve|2|. 'I'hls valve has a Cil sliding flt within the cylindrical bore |35of the porting member |29 and extending axially through the valve withsufficient clearance to prevent binding thereof, is a valve operatingrod |35 preferably of brass or other non-magnetic material. The rod |35extends forwardly of valve |2| and is provided with a stop |35 adaptedto limit forwrd movement of valve |2| under the infiuence of a spring|31 which operates between a valve spring abutment |38 and a rear xedabutment |39, the latter having associated therewith the iluid pressuresealing Washers H acting against the threaded stem |41 of the electricalsolenoid |52.

The rear end of valve operating rod |35 is connected at |43 'with thearmature Mt of solenoid |42, the armature being adapted for reciproca-`tion in the solenoid cylinder M5 having the rear abutment |46. Any fluidwhich may leak rearwardly beyond the valve |2| is adapted to draindownwardly from the portion of casting ||3 which encloses the valveoperating spring |31 by reason of the drain conduitl, this conduit thenextending forwardly to the main body of the transmission where the oilis permitted to drain back to the reservoir |24. A further conduit |48is adapted to return the oil from operating cylinder |16 back to thereservoir, this conduit |48 opening rearwardly to the forward end ofvalvev |2|.

The valve |2| has the reduced valving portion |49 adapted to place theconduits |22 and HS in communication when the valve is in its forwardposition under the influence of spring |31. In

the drawings, the parts are shown in their posi-` tions for operatingthe low speed controlling device 32, the valve |2| being positionedforwardly so that the fluid pressure is just being delivered from thesupply conduit |22 to the conduit H9 and the pressure chamber 5 of thecylinder |22.

When the valve |2| moves rearwardly under the supply fiuicl pressurefrom the pump H to operate i the piston and selector rack shaftforwardly for actuating one of the speed ratio controlling devices 32,`33, 3d or 35, depending on the rotative selective adjustment of theselector.

rack shaft, as will be presently more apparent.

The function and operation of the manually controlled selector mechanismE in relation to the selector rack shaft D will now be furtherdescribed.

Secured to the upper end of the hollow operating shaft 96, as best seenin 555g. 4, is an annular collar |50 having an integral laterallyextending projection |5| providing an abutment for a spring |52 whichhas its lower end yieldingly acting against an intermediate portion of amanually operated selector element or lever |53. It will be noted thatthe extension |5| projects through an arcuate opening |54 of the xedhousing 99 to accommodate oscillatory adjustment of the extension |5|.

'I'he inner end of selector lever |53 is pivotally mounted at |55 to anintermediate portion of the collar extension 5| so that the selectorlever may have vertical movement on pivots |55 relative to the extensionbut when lever E53 ismoved around the axis of the steering post housing99, the collarlll together with its extension |5| and the shaft 9S willbe rotatively moved as a unit.

Fixed on the upper end of the housing 59 is a housing |56 preferably inthe shape of a sector. The outer end of this housing has a downwardlyextending `flange |51 provided with an arcuate opening |58 through whichthe lever |53 extends for arcuate adjustment. The outer end of theselector lever is provided with a knob or handle |59 adapted forconvenient grasp by the hand of the motor vehicle driver.

The outer curving edge of housing |56 is preferably formed with a numberof legends characterizing the various positions of manual adjustment ofselector lever |53 depending on the number of stations of adjustment forthis lever. In the particular embodiment illustrated, the selector lever|53 is adapted to have five positions of adjustment |60, itl, |62, |53and |54 bearing the legendsl indicated in Fig. 3 designating the leverpositions corresponding to rst, second, third, neutral and reverseconditions of control for the transmission.

The flange |51 of housing |55 carries an arcuately arranged switchmechanism below the selector lever |53, this mechanism being best i1-lustratcd in the wiring diagram of Fig. 13. This switch comprises anarcuate door |65 provided with a series of groovesl or notches |65, |51,|55, |69 and |15 corresponding respectively to the positions of selectorlever |53 when adjusted to the stations |55 to |54, inclusive. The uppersides of the aforesaid notches are preferably chamfered or beveled, asshown in Fig. 13, and the portion of selector lever |53 engageable withthese notches is likewise beveled as indicated When the operator desiresto select any condition of control of the transmission, he swings theselector lever |53 into the desired position, the spring |52 yieldinglyurging the selector lever downwardly into engagement with one of thenotches of the switch member |65. Referring now to the wiring diagramillustrated in Fig. 13, I have provided a plurality of switches orcontacts |12 for each oi the notches of the switch member |65 and beingadapted for operation by a stem |13 slidable in an opening |161communicating with each of the switch notches so that when the selectorarm is located Vin any of the switch notches, one of the stems |13associated with such notch is engaged by the selector lever and ispushed downwardly by the spring |52 to break the current through thewire |15 which connects all the switches |12 in series. Each switch |12has a spring 15 associated therewith for restoring the switch to itscontacting position and raising its stem |13 asI soon as the selectorlever is moved out of one ,of the notches. The Wire |15 connects with,one termina] of a storage battery, 11, the other end of wire |15 beingconnected to the windings |13 of solenoid armature |44 aforesaid, whichis grounded at the other terminal of battery |11. A wire |15 iselectrically interposed at |86 and 18| between the extremes of Wire |15to be arranged in parallel with wire |15, a single switch |82 beingcarried by wire |19 to normally break this circuit as illustrated andunder such condin tions as will hereinafter be more apparent.

My manually controlled selector operating mechanism is practicallyinstantaneous in its response to selective adjustment of the leve'r |53and the different selections may be made as rapidly as desired. In thegeneral operation of the selector mechanism E for changing the trans-Amission speed ratio, the operator moves the selector lever |53 from oneof the station notches in the switch member |65. Just as soon as theselector lever is moved from one of the notches, the switch |12associated with such notch will be closed thereby inducing an electricalcircuit through the solenoid windings |18 for causing the solenoidarmature |44 to move rearwardly against the abutment |46. This rearwardmovement of the solenoid armature will adjust the valve |2| rearwardlyto place the uid pressure chamber ||6 of cylinder H2 in communicationwith the reservoir discharge conduit |48 whereupon spring F will movethe shaft D rearwardly to release any of the controlling devices 32 to35 which might have been in operation. This entire phase of theoperation takes place very quickly during the initial part of adjustmentof the selector lever out of one of the notches of the switch member|65. The selector lever |53 may then be moved into any other station ofcontrol and dropped into the corresponding notch for such position.

When the selector lever is so released it will be apparent that one ofthe switches |12 corresponding to such newly selected position will beopened thereby interrupting the electrical circuit through the wire |15to the solenoid windings |18. At such time the spring |31 willimmediately act to move the valve |2| and armature |44 l forwardly toestablish communicationv between the fluid pressure supply conduit |22and the pressure chamber H6. This will immediately cause a forwardmovement induced by the fluid pressure on the shaft D for operating oneof the selector controlling devices which may have been selected for thenew position or else for operating shaft D without causing any movementoi' any of the speed ratio controlling devices in the event that neutralwas Selected.

Returning `now to the aforesaid cycle of operation and to the pointwhere the selector lever |53 was described as having been moved out ofone of the notches preparatory to movement thereof into a newly selectednotch, just as soon as the solenoid armature |44 moves rearwardly tooperate valve |2| to vent the pressure chamber ||6,'it will be apparentthat the fluid pressure load is removed from the shaft D which is now inits rearward position so that arcuate movement of the selector lever |53will operate through the hollow steering post shaft |01, Bowden wiremechanism |I2, and sector 81 to rotatably adjust the shaft D into a newposition for actuation of one of the speed ratio controlling devices.The mechanism operates almost instantaneously so that there ispractically no resistance to immediate arcuate adjustment of selectorlever |53 from a position in one of the notches although any bindingtendency experienced at the shaft D during the initial or other tendencyto move the shaft will be taken up yieldingly through the Bowden wireconnection shown in Fig. A.

Referring now to the details of the pump H and my variable pressureregulating means, the pump assembly includes a casing structure |83adapted to be attached to the transmission structure as illustrated inFigs. l and 11. The cas-V ing receives the pump drive shaft |25aforesaid which is journalled at one end in a bearing |84 carried by thecasing and suitably supported at the other end in a cylindrical portion|85 of the casing. The shaft |25, as aforesaid, is illustrated with itsgear |26 in constant mesh with idler gear |21 which in turn is drivinglyconnected with the uid-impeller-associated driving pinion |28. A portedcylindrical member |86 is suitably fixed to the cylindrical portion |85of casing |83', member |86 having inlet and outlet passages |81 and |88respectively for the iluid, such as oil. admitted to the pump deliveredtherefrom under pressure. The inlet |81 is in suitable communicationwith the uid in reservoir |24.

Tightly pressed into the cylindrical opening |89 of ported member |86 isa cylindrical port seat body or ring |90 journalling the adjacent end ofshaft |25, this body having inlet and outlet passages |9| and |92communicating radially at one end with passages |81 and |88respectively. The other ends .of the passages |9| and |92 form the wellknown circumferentially spaced arcuate inlet and outlet portsrespectively for communication with the inlet and outlet ports of thepumping cylinders as will presently be apparent.

A pump rotor |93 surrounds shaft |25 for rotation therewith, the rotorbeing suitably keyed or otherwise fixed at |94Y to shaft |25. The rotor|93 has a plurality of circumferentially spaced cylinders |95 openinginwardly toward a wabble or swash-plate |96, the cylinder head portion|91 of the rotor having ports |98 for each cylinder.

Each cylinder |95 slidably receives a piston |99 urged outwardly by aspring 200 into contact with the swash-plate |96, the outer rounded endof each piston yieldingly engaging an outer ring 20| of the swash-plate.This ring is supported by a bearing 202 carried by a swinging arm 203plvotally supported at 204 from casing |83. At the other side of shaft|25 the arm 203 is pivotally connected at 205 to a forwardly extendinglink 206 pivoted at 201 to a rocker beam 208. The beam 208 is preferablyplvotally supported at 209 to a sleeve member 2|0 of a pressureaccumulator 2|| as will presently be apparent.

Slidable in a cylinder 2|2 is a piston 2| 3 urged inwardly by arelatively heavy spring 2|4, the piston having an outwardly extendingrod 2|5 with a reduced portion 2|6 adapted to engage the sleeve member 2|0 to swing the beam 208 for levelling-off the plate |96 and minimizingor eliminating reciprocation of pistons |99. I'he sleeve member 2|0 isadapted for reciprocatory movement within a hollow end member 2|1 fixedto the casing "|83 and serving as a forward stop for the spring 2|4.Piston 2|3 moves against spring 2 |4 in response to a predetermineddesired pressure of the fluid delivered by the pump, the deliverypassage |88 being in Comunication through a passage 2|8 with theaccumulator cylinder 2|2 at a discharge 2|9. The fluid under pressure isled to a suitable point of usage from cylinder 2| 2 through a casingpassage 220. The rearward wall of the casing |83 closes off the innerend of cylinder 2|2 and the chamber of auxiliary pump 222 where suchpump is employed. Suitable means may be employed to fix the auxiliarypump 222 and the cylinder 2|2 to casing |83, Vsuch as bolts or fasteners223 and 224 respectively.

The auxiliary pump 222 comprises fa driving gear 225 and a driven gear226 together with oil inlet 221 communicating with an oil reservoir andis adapted to supply oil under a relatively low pressure to lubricateparts of the engine A or transmission C.

As the shaft |25 drives rotor |93, with plate i sure through theirassociated ports |98 and outlet port for passage to cylinder 2| 2 in thewell known manner.

When the pump is initially operated, the pressure of the oil deliveredat 2|9 to cylinder 2|2 rapidly builds up to the desired amount, say 400pounds per square inch for example, and as this pressure is nearlyreached (determined by the value of spring 2| 4 and the position of mymovable fulcrum 228, as will presently be more apparent) the piston 2|3moves outwardly to increase the capacity of cylinder 2|2 andmoves thereduced portion 2|6 of rod 2|5 into contact with the closed end of thehollow sleeve 2|0. Continued movement swings the rocker beam 208 andthereby swings plate |96 about its pivot 204 into a positionapproximately transverse to the axis of shaft |25. This levelling-olf ofplate |96 progressively lessens the stroke of pistons |99 until they aresubstantially motionless so far as reciprocation is concerned, assuming,oi course, that oil under pressure is not being relieved from thedelivery system. Any minor leakages which may be present in the deliverysystem will require only a small movement of the pistons to maintain themaximum desired oil pressure in cylinder 2| 2.

By normally spacing the reduced portion 2|6 of rod 2|E from the closedend of the hollow sleeve 2| 0, there is provided a lost motion con`nection between the swash-plate structure |96 and the control thereforand the swash-plate does not begin to level off as soon as piston 2| 3begins to move accompanied by further compression of spring 2M so thatthe maximum stroke of the pistons I9 is realized longer than otherwise.In this manner the predetermined maximum pump pressure is rapidlyattained. The plate |96 is, of course. free to assume any positionintermediate its inclined position of Fig. 11 and its fully levelled-olfposition under control of rod 2|5 according to the demand placed on thedelivery system. It will therefore be understood that while theswasheplate |96. is normally swingable about its pivotal mounting inresponse to actuation of the control therefor, including the rod 2|5,the plate is free from such movement and is not actuated when thecontrol member is operated in opposite directions respectively by thefluid pressure within the cylinder 2|2 and the spring 2|4 in taking upand establishing the lost section connection between the rocker beam 208and the control therefor.

The accumulator cylinder 2|2 stores oil under pressure so that when oilisr delivered under pressure at passage 220, the spring 2M expands andtends to prevent an otherwise rapid fall of the fluid pressure.

The movable fulcrum 228 of my variable pump pressure regulating meansincludes a rotatable cylinder or roller 229 (best shown in Figs. 11 and12) suitably journalled as by the pin 230 within a slotted portion 23|ofa bellcrank 232.` The roller 229 is adapted to be selectively movedfor being iixed to casing 2|lz by bolts 203.

by the vehicle driver to any station on a ramped extension 233 of therocker beam 208 by actuation of the other end of the bellcrank 232, asuitable pivot 230' on casing |83 being provided for the bellcrank inorder that rearward movement of the crank within aligned slots 235 and236 in casings 3|'z and |63 respectively will cause the roller 229 toevenly climb the ramped extension 233. It is obviously evident that withthe roller 229 in its illustrated maximum-pressure position, the reducedportion 2|6 of rod 2|5 must act with the maximum pressure required bythis control to level off the plate |96, inasmuch as the movable fulcrumor roller 229 is stationed immediately adjacent the path of the rod 2|5and sleeve 2|!) so that there is practically no `moment arm between theopposed forces of the roller 229 and thesleeve 2|0 acting upon therocker beam 208 and substantially at right angles thereto.

As the roller 229 is moved toward its extreme i or minimum-pressureposition, generally indicated at 231, the movement arm between theopposed forces of the roller 229 and the sleeve 2|0 acting upon therocker beam 208 becomes gradually greater until the roller 229 is at itsextreme station 231 at which time the movement `of the bellcrank 232 ischecked by the rearward extremes of the slots 235 and 236. With thisgradual increase in moment arm the pressure within the cylinder 2|2acting on the piston 2|3 becomes less and less due to the fact that lesspressure is required by rod 2|5 and sleeve Zlil to cause the beam 208 tolevel off the swash-plate |98. Thus, it is evident that the relationshipor the predetermined full distance of travel of the roller 229 willelect a predetermined minimum i uid pressure, the aforesaidpredetermined maximum fluid pressure-with the roller 229 pos!-r tionedas illustrated-being dependent upon the force exerted by the spring 2M.I prefer to use a minimum uid pressure which is about oneeighth ofmypredetermined maximum for reasons as will hereinafter be moreapparent.

A stem 236 may, if desired, be positioned within aligned openings incasings Bla and |83 for reciprocatory action. The rearward end of thestem 233 has fixed thereto an electrical switch contact 239 of switch|82 (see Fig. l) which is normally separated from a cooperatingelectrical contact 220 by a suitable spring 24| interposed therebetweenwithin a switch housing 242 there- The forward end of stem 238 ispositioned so that during the rearward movement of the bellcrank 232,the stem will be moved rearwardly by the bellcrank just before strikingthe extremes vof slots 235 and 23S-the contacts 239 and Zilli therebybeing electrically connected.

In the Fig. 13, electrical diagram it will be noted that when thecontacts 239 and 24|) of switch. |82 are electrically connected, acircuit is completed through wire |19 between the wire |15 and thesolenoid windings |18. Thus, it is evident that the closing of switch|82 will cause the solenoid armature |42 to move rearwardly to abutment|06 even though one of the switches |12 is open to break the circuitthrough wire |15. This rearward movement of armature |44 would also beeffected when the switch |82 is closed although all the switches |12 areclosed at that time by reason of the vehicle driver lifting the selectorlever |53 to select another speed ratio. The rearward movement ofarmature |44 aforesaid opens the conduit IIS, through the port |33,

to the discharge conduit |48 for returning the oil from the pressurechamber ||6 back to the reservoir |24. This movement effects a completerelease or neutral position for each of the` controlling devices 32, 33,34 and 35 so that no drive is transmitted to the power take-olf shaft20. Upon 'forward movement of the bellcrank 232 the contacts 239 and 249are immediately urged apart by spring 24| to break the electricalcircuit through wire |19, and the armature |44 moves beck to itsillustrated position of Fig. 9 under the influence of spring |31, thereduced valve portion |49 again affording communicationbetween conduits|22 and ||9 to supply fluid pressure from the pump H to operate thepiston rand rack D forwardly for actuating one of the speed ratiocontrolling devices 32, 33, 34 and 35.

I have provided a novel control vfor my variable pump pressureregulating means which may be used therewith, if desired. A movementtransmitting member 244 (best shown in Figs. 1, 6 and ll) is pivotallyconnected at 245 to the arm of the bellcrank 232 outside o! casing 8|.The forward end of the member 244 is pivotally connected at 246 (seeFig. l) to the shorter arm of a pedal 241 pivoted at 248 to a suitablestationary support member of the clutch B. By depressing the face 249 ofpedalv 241, movement is transmitted through the member 244 to thebellcrank until the bellcrank strikes the extremes of the slots 235 and236, a resilient means such as spring 250 xed to the pedal 249 and thevehicle toe-boards 28| tending to return the pedal face 249 to itsillustrated position. The relationship of the shorter arm to the longerarm of pedal 249 can be so determined, if desired, that as the pedalface 249 is depressed to substantially one-third of its completemovement, thelower arm of pedal 249 will move rearwardly in an are totransmit sufficient rearward movement to member 244 for causing thebellcrank 232 to move roller 229 sufciently from its illustrated stationto reduce the pump pressure to about two-thirds of its maximum pressureby reducing the force required at the sleeve 2|0 to level off theswash-plate |98 as was described earlier. Now, when the pedal face 249is fully depressed, the member 244 will cause the bellcrank 232 to movethe roller 229 to its extreme position of 231 at which time the pumppressure will be reduced to about one-eighth of its maximum pressure bylessening still further the force required at the sleeve 2||| to leveloff the swash-plate |96.

At the extreme end of the movement of pedal face 249, the bell-crankmoves the stem 238 rearwardly to close the switch |82 and therebyactuate the solenoid armature |44 to release the controlling devices 32,33, 34 and 35.

One feature of my invention resides in the simple control which ispossible by my novel transmission system, one preferred embodiment ofthis control being illustrated in Fig. 2 wherein it will be observedthat the selector lever |53 is positioned for manipulation laterally tothe right of the steering wheel |08 for eifecting a change in thecondition of the transmission. My transmission provides for convenientmanipulation of the motor vehicle by providing the engine throttiecontrol or accelerator pedal 252 preferably at the right hand side ofthe steering post 99 so that it may be manipulated by the right foot'ofthe driver. On the same side of the steering post is a pedal 253 whichis adapted for operating the wheel brakes of the motor vehicle, and onthe other side I have provided the pedal face 249 for convenientmanipulation by the left foot of the vehicle driver. The pedal face 249is thus apparently the well known friction plate clutch pedal, and hasthe same "feel when operated by the driver, as will presently be moreapparent.

As the pedal face 249 is depressed to about onethird of its maximummovement, the roller 229 is moved to decrease the fluid pressure toapproximately one-third of the predetermined maximum pressure, the speedratio controlling device 32, 33, 34 or 35 selected by the vehicle driverwill be operated by less and less pressure in chamber IIB-resulting inmore and more slippage of the drum 31. Completion of the movement ofpedal face 249 moves the roller 229 to its extreme position 231 and verygradually decreases the fluid pressure to about one-eighth of thepredetermined pressure, the selected controlling device 32, 33, 34 or 35being operated by less and less pressure in chamber ||8 until there isjust sufcient pressure to prevent the drum 31 from slip pingundesirably. At the extreme of the pedal movement the rod 238 is movedrearwardly to close the switch |82 and move the solenoid armature |44rearwardly to completely release all the controlling devices 32, 33, 34and 35.

On the return movement of pedal 241, assisted by spring 250, thecontacts 239 and 249 are disconnected by spring 24| immediately toreturn the armature |44 as earlier described, and the fluid pressure iscontrolled in a manner just the reverse of the downward pedal movement,until the pedal is again in its illustrated position at which time thefluid pressure is once more at the predetermined maximum.

It is obviously evident that the slippage ofthe drum 31 is very gradualas the pedal face 249 is depressed. Furthermore, the relationship of theshort arm to the long arm of pedal 241 is such that two-thirds of themaximum fluid pressure is reduced while the pedal face 249 travels aboutone-third of its total movement, and that the fluid pressure is furthergradually reduced to about one-eighth of its predetermined maximum asthe pedal movement is completed, at which time the switch |82 is closedto give a. neutral position for the transmission C. Thereby the driveralways effects a smooth and quiet speed ratio change, inasmuch as theslippage of the selected controlling device is desirably high until thepedal face 249 is nearly at its illustrated position of Fig. 1.

Attention is directed to the fact that the vehicle driver does notnecessarily have to fully depress the pedal face 249 while selecting aspeed ratio. For example, he may depress the pedal face to apredetermined distance to eifect a predetermined amount of slippage ofthe selected controlling device, depending on the kind of vehicleperformance he desires. On the other hand, itis not necessary for thedriver to depress the pedal face at all while selecting a speed ratio,for the iiuid clutch B will absorb to a great extent any harsh actionresulting from such a' `move the bell-crank 232 rearwardly to positiondesired. In the general operation of the selector mechanism E forchanging the transmission speed ratio, the operator depresses the pedalface 243 if he desires a soft quiet speed ratio change at that instant,and moves the selector lever from one of the station notches in theswitch member |65. Just as soon as the selector lever is moved from -oneof the notches, the switch |12 associated with such notch will beclosed, thereby in- Aducing an electrical circuit through the wire |15be moved into any other station of control andv dropped into thecorresponding notch for such position.

When the selector lever is so released. it will be apparent that one ofthe switches |12 corresponding to such newly selected position will beopened-thereby interrupting the electrical circuit through the wire |15to the solenoid windings |13. At such time the spring |31 williinmediately act to move the valve |2| and armature |44 forwardly toestablish communication between the fluid pressure supply conduit |22and the pressure chamber |6. This will immediately cause a forwardmovement induced by the fluid pressure on the shaft D for operating oneof the selector controlling devices which might have been selected forthe new position or else for operating shaft D without causinganymovement of any of the speed ratio controlling devices in the eventthat neutral was selected.

Referring now to the modified embodiment illusstrated in Figs. 14 to 16,I have provided an arrangement incorporating anovel dash control for myvariable pump pressure regulating means. It will be understood that thismodied arrangement is intended to be substituted for the correspondingparts previously described and the entire mechanism and the operation ofthe same will not again be duplicated.

Attention is directed to the fact that the stem 236 and the switch |62of Fig. 1 have been omitted in the Fig. 14 embodiment. 'I'he forward endofthe Bowden wire mechanism J extends forwardly from its pivotalconnection 245X with crank 232 for attachment to a suitable remotecontrol. I prefer to illustrate my invention with a dash control,although my invention is not necessarily limited to this type ofcontrol, the control comprising a selectorarm or lever 254 pivotallyconnected at 255 to a sector plate 256 suitably fixed to a stationarymember 251 and protruding through a slot 256 in the vehicle dash 259.'I'he Bowden wire is pivotally connected at 26|) to the middle portionof lever 254, the lever having suiiicient resilience to be continuouslyurged toward a series of arcuate notches-in this instance, three innumber-26|, 262and 263 carried by a flange portion 264 of the plate 256.Thereby the vehicle driver may move the knob or handle 265 of the lever254 to selectively engagea the lever with one of these arcuate notchesto transmit this movement to the bell-crank 232.

These notches 26|, 262 and 263 are preferably so arranged on the sectorflange 264 that the the movable fulcrum 226 for providing a desiredfluid pressure with which to operate the various speed ratio controllingdevices 32, 33, 34 and 35 with a predetermined amount of slippage.

It will be noted that inFig. 15 the wire |16 and switch |82 of Fig. 13are omitted, the other members of this wiring diagram and their functionbeing identical to those of Fig. 13.

In Fig. 16 I have shown, forthe purpose of illustration only, theselector mechanism of Fig. 14 having suitable legends 266, 261 and 266on plate 256 adjacent the notches 26|, 262 and 263 respectively. 'Ihesenotches are preferably arcuatelyspaced and identied as illustrated inorder to provide the predetermined maximum fluid pressure when the lever254 registers with ing is usually highly desired.

For the "Traffic driving notch 262 stage it is desirable to havev aboutthree-fourths `of the predetermined maximum fluid pressure to allow thecontrolling devices to slip a predetermined amount. In other words, thebell-crank 232 must bemoved rearwardly sufllciently to position themovable fulcrum 226 so as to produce a reduction in the fluid pressure.'Ihis desirable slippage allows the driver to select the various speedratios of the transmission with little or no jar and without undue delayin accelerating the vehicle while driving in medium traffic.

When the lever 254 engages the City driving notch 263, the predeterminedmaximum :duid pressure is preferably reduced `about half, the movementimparted by the Bowden wire J to bellcrank 232 being sufficient to swingthe movable fulcrum 226 to a station wherein the maximum fluid` pressureis halved. This further reduction in fluid pressure allows thecontrolling devices 32 to 35 to slip still more so that the driver canbe assured of a smooth even change of speed ratios and accelerationwhile driving in heavy trame. It also permits the driver to select ahigh speed ratio such as second or direct drive and to remain in thatspeed ratio while starting and stopping the vehicle in congestdl traic,this increased desirable slippage of the controlling devices permittingthis simplification in controlling the vehicle and reducing thenecessary effort of the driver in operating the vehicle.

In the operation of this embodiment of my invention, the vehicle drivergrasps the handle 265 and moves the lever 254 into the notchcorresponding to the vehicle performance he desires, and then may leavethe lever 254 in the selected adjustment until he chooses to makeanother adjustment. During this time he may select the various speedratios of the transmission and eil'ect through the selected adjustmentof lever 254 the desired amount of slippage of the speed ratiocontrolling devices 32 to 35.

Referring now to Fig. 16-A in which I have illustrated anotherembodiment of my invention in the nature of a novel vehicle acceleratorpedal control for my variable pump pressure regulating means, lt is tobe understood that this modified arrangement is lintended to besubstituted for the corresponding parts previously described, and I haveindicated parts of similar function but different construction by primedy reference characters.

An accelerator pedal 269 is plvotally connected at 218 to the vehicletoe boards 21|, a suitable spring 212 vbeing interposedtherebetween toresiliently` maintain the pedal in its illustrated normal position.-This pedal is adapted to actuate the throttle linkage of the 'vehicleprime mover, such as an internal combustion engine (not shown) and alsomy pressure regulating means.

A rodv 213 moves within a slot 214 in the toe boards 21| and connectsthe'accelerator pedal andvanarm 215 of a bell crank 216 by pivotalconnections 211 and 218 respectively. yThe bell crank ispivotallyconnected at 219 to a bracket 288 fixedyto the toe boards 21|.The other arm 28| of the bell-crank has fixed thereto at 26|)y theBowden wire Jy and is adapted to be moved forwardly to carry the Bowdenwire with it.

The Bowden wire is of sufficient length so that when the` acceleratorpedal is in its normal position the bell-crank 232 will be movedrearwardly sufiiciently from its Fig. 11 station to cause the movablefulcrum 228 to provide a reduced pressure-preferably about one-half ofthe predetermined maximum -fluid pressure. Then, as the acceleratorpedal is depressed, the bell-'crank 23.2 will evenly move forwardlyuntil the pedal is about completely depressed at which instant theroller 229 of the movable fulcrum 228 will be in lts Fig. 11 positionwherein the predetermined maximum fluid pressure is attained.

In the operation of this embodiment of my invention the vehicle driverdepresses the accelerator pedalv a definite amount to effect an accelferation after selecting a speed ratio or in accelerating the vehiclewithout making a speed ratio change. When thepedal 269 moves, themovable fulcrum 228 moves also to provide a gradual increase in luidpressure and thus effect a gradual decrease in slippage of the selectedspeed ratio controlling device.y It is thereby possible for the vehicledriver to obtain desirable slippage at low motor speeds and smoothselection of speed ratiosadditional depressing of the accelerator pedalproducing a gradual reduction in controlling-device slippage andeffecting improved and fasterl acceleration. The desirable relativelyhigh slippage of the controlling devicesat low engine speeds alsoovercomes to a. great extent the inherent characteristic ofthe wellknown fluid coupling of causing the vehicle to creep while it isdesirable to have the vehicle stationary. While I have illustrated anddescribed ya typical fuel feed accelerator pedal for controlling thepump pressure regulating means, it will be understood that other typesof fuel feed control devices may be employed within the broad `aspectshave beenomitted. As a substitute for the movshown in Figs. 17 and 18)whichis adapted to act at right angles to the rearmost portion of a camsurface 284 `of the forward face of the rocker beam 288? The stemportion 2|6z of rod 2|5 has a roller 285 mounted thereon at 286 which isadapted for rotation along a tracked recess 281 of the rearward vface ofthe rocker beam 2881.

The reduced portion of shaft 282 protruding through the casing 8|areceives a suitable locking means such vas a threaded nut 288. -Ifdesired, an indicator member 289 may be suitably locked to shaft 282 andadapted toA be positioned between the casing 8|a and nut 288.

The indicatingportion 29|) of member 289 is thus adapted to be swung inan arc with nut 288 for selective positioning With'a series of arcuatelyarranged stations-in this instance three-29|,

292 and 293. I have shown for the purpose of.

281 to-cause the roller 285 to be forced against the tracked recess 281by a predetermined reduced fluid pressure in cylinder 2|2 to therebylevel off the swash-plate 96. It is desirable to have this predeterminedreduced fluid pressure sufficient to cause the speed ratio controllingdevices 32 to 35 to slip suiciently so that the vehicle driver may beassured of fairly smooth speed ratio changes and yet have reasonablyfastacceleration. Ivhave found it desirable to have predetermined mediumreduced pressure of about four-fifths of the predetermined maximum uidpressure.

It is possible to secure even a fluid pressure by adjusting the nut 288and shaft 282 in a clockwise direction as viewed in Fig. 17 until theindicating portion 290 is at station 29|.

further reduced This rotational movement will cause the knfeedge 229z toforce Vits Way up the lower inclined portion of the cam surface 284,toward the adjacent end of rocker beam 288z suiciently to effect alevelling-off of the v sWash-plate |96 at the aforesaid still lowerpressure. It is obviously evident that when` the indicating portion 290is adjacent theV low station 29|, the point at which the knife-edge 229zcontacts the cam surface 284 will be further away fromthe point ofcontact between roller 285 and tracked recess 281 than in its Fig. 17position. AIn other words, a greater moment arm has been eected bymoving the fulcrum or knife-edge 229z so that less fluid pressure withincylinder 2|2 is required to force the roller 285 against the rocker beam208z to level on' the sWash-plate. Thesaid low uid pressure ispreferably sufficient to cause the speed ratio controlling devices 32 to35 to slip sufficiently to eiect a very soft engagement when the variousspeed ratios are selected by the vehicle driver. Furthermore, thisdesirable fluid pressure permits the driver to stop and start hisvehicle in the higher speed ratios such as second and direct speed,resulting ln less fatigue to the driver. For -my own purposes, I havefound it desirable to use a low pressure of about threefths of thepredetermined maximum pressure.

By rotating theshaft` 282 in a counterclockwise direction as viewed inFig. 17 until the in-v dicating portion 298 is positioned at the "highstation 293, the knife-edge 229Il forces its way along the upperinclined portion of the cam surface 284 sufiiciently to cause theswash-plate |98 to level off substantially at the predetermined maximumuid pressure. Whenl the indicating portion 298 is at the high station283, the point at which the knife-edge 229* contacts the cam surface 284will be closer to the point of contact between roller 288 and trackedrecess 281 than in its position of Fig. 17. That is to say, a lessermoment arm is created by moving the fulcrum or knife-edge 228Il so thata greater iiuid pressure within cylinder 2|2 is required within cylinder2I2 to force the roller 285 against the rocker beam 208z to effect thelevelling oil' of the awash-plate. This high pressure is preferablysuillcient to prevent the speed ratio controlling devices from slippingundesirably when stunt driving or "power shifting, with the motorracing, is desired by the vehicle driver while selecting the variousspeed ratios. In this 4instance the selecting of the speed ratioswill-be quite harsh, and objectionable to most vehicle drivers exceptthose who desire this spectacular performance.

In the operation of this embodiment of my invention, the vehicle driveradjusts the nut 288 under the transmission casing 8|* to position theindicating portion 290 at the station 29|, 282 or 293 depending on thevehicle performance desired by reason of the controlled slippage of thespeed ratio controlling devices, as previously described. Then thedriver is assured of this performance when he selects the various speedratios of the transmission, until such time as it is the driverspleasure to change the adjustment nut 288.'

Various modifications and changes will be apparent from the teachings ofmy invention, as set forth in the appended claims, and it is not myintention to limit my invention to the particular details ofconstruction and operation shown and described for illustrativepurposes.

What I claim is:

l. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, fluid pressure operated means for selectivelyoperating said devices, means including a pump for supplying a fluidunder operating pressure to said pressure operated means, mechanismresponsive to the pressure of iluid delivered by said supply means forcontrolling the pressure of the fluid delivered by said pump, and meansfor varying the action of said mechanism for regulating the fluiddelivery output by said pump.

2. In a motor vehicle transmission having a pluralityv of speed ratiocontrolling'devices, fluid pressure operated means for selectivelyoperating said devices, means including a pump for supplying iluid,pressure to said pressure operated means, mechanism responsive to thepressure of fluid delivered by said supply means for controlling thepressure of the fluid delivered by said pump, and driver operable meansfor adjustably conditioning said mechanism for predetermining themaximum fluid delivery output by said pump.

`3. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, fluid pressure operated means for selectivelyoperating said devices, means for supplying iluid pressure to saidpressure operated means, mechanism responsive to the pressure of fluiddelivered by said supply means for controlling the pressure of the uiddelivered by the latter, and manually operable selector actuated meansfor selectively varying the action of said mechanism for regulating thepressure of fluid delivered by said supply means.

4. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, fluid pressure operated means for selectivelyoperating said devices, means for supplying fluid under pressure to saiduid pressure operated means, mechanism for controlling the fluidpressure delivered by said supply means, and a remote control includingmanually operable selector actuated means for selectively varying theaction of said mechanism for regulating the pressure of fluid deliveredby said supply means.

5. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, fluid pressure operated means for selectivelyoperatingsaid devices,means for supplying fluid pressure to said fluidoperated means, control mechanism for said fluid supply means, saidmechanism comprising means adapted for movement in response to pressureof iiuid delivered by said supply means, a lever operable by saidpressure mov-1 able means, and variable means for providing a fulcrumfor said lever at diverse distances from the point of application offorce thereto by said pressure movable means for regulating the pressureof iluid delivered by said supply means.

6. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, uid pressure operated means for selectivelyoperating said devices, means for supplying fluid pressure to fulcrumfor said lever at diverse distances from 1 the point of application offorce thereto by said pressure movable means, and manually operableselector means for selectively positioning said fulcrum for regulatingthe pressure of fluid delivered by said pump.

7. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, iluid pressure operated means for selectivelyoperating said devices, pump means for supplying fluid under pressure tosaid fluid pressure operated means, said pump means including a memberhaving a plurality of cylinders, a pumping pistonJ reciprocating in eachof said cylinders, a wabble plate structure controlling movement of saidpistons, control means for said wabble plate structure comprising anaccumulator cylinder adapted to receive iluid under pressure :from saidpump, an accumulator piston in said accumulator cylinder, yielding meansacting on said piston in opposition to movement thereof induced by iluidpressure, a piston rod opel-ably connected to said accumulator piston,a. lever disposed in the path of movement of said piston rod formovement thereby, said lever having an ,operable connection with saidwabble plate structure, and variable means for providing a fulcrum forsaid lever at diverse distances from the point of application o fA forcethereto by said piston rod.

8. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, fluid pressure operated means forselectivelyoperating said devices, pump means for supplying fluid underpressure to said iiuid pressure operated means, said pump meansincluding a member having a plurality of cylinders, a pumping pistonreciprocating in each of said cylinders, a

wabble plate structure controlling movement of 15 said pistons, controlmechanism for said wabble plate structure including a member adapted formovement in response to pressure of the fluid delivered by saidcylinders, a lever acting in opposition to said'member, said leverhaving an operable connection with said Wabble plate structure, andvariable means for providing a fulcrum for said lever at diversedistances from the point of application of force thereto by said member.

9. In a motor vehicle, transmission having a plurality of speed ratiocontrolling devices, fluid pressure operated means for selectivelyoperating said devices, pump means for supplying fluid' under pressureto said iluidpressure operated means, said pump means including a memberhaving a plurality of cylinders, a pumping piston reciprocating in eachof said cylinders, a wabble plate structure controlling movement of saidpistons, control mechanism for said Wabble plate structure including amember adapted for movement in response to pressure of the fluiddelivered by said cylinders, a lever acting in opposition to saidmember, said lever having an operable connection with said wabble platestructure, and manually operable selector means for selectivelypositioning said fulcrum for regulating the pressure of iluid deliveredby said pump.

10. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, a common operating member for selectively operatingsaid devices, means including a pump for supplying fluid operatingpressure to said member, control mechanism for regulating the pressureof fluid delivered by said pump, valve means for controlling the supplyof fluid pressure from said pump to said member, electrically controlledprime mover means for actuating said valve means, and means forcontrolling energizationl of said electrically controlled prime movermeans, said control means being operable to cause said mechanism to varythe fluid delivery output of said pump.

11. In a motor vehicle, transmission mechanism having a plurality ofspeed ratio controlling devices, iluid pressure operated means forselectively operating said devices, means including variably operablepump mechanism for supplying a fluid under operating pressure to saidpressure operated means, and manually operable selector actuated meansfor controlling the operation of said pump mechanism.

12. In a motor vehicle, transmission mechanism having a plurality ofspeed ratio controlling devices, uid pressure operated means forselectively operating said devices, means including variably operablepump mechanism for supplying a fluid under operating pressure to saidpressure operated means, and vehicle driver operable control meansoperable to selectively condition said pump mechanism for regulating theuid delivery output thereof.

13. In a motor vehicle, a prime mover, a control for varying theoperation of said prime mover, a power transmission mechanism having aplurality of speed ratio controlling devices, uid pressure operatedmeans for selectively operating saiddevices, means for supplying fluidpressure to said fluid operated means, control mechanism for said fluidsupply means, said mechanism comprising means adapted for movement inresponse to pressure of fluid delivered by said supply means, a leveroperable by said pressure movable means, variable means for providing afulcrum for said lever at diverse distances from the point ofapplication of force thereto by said pressure movable means, and meansresponsive to operation of said prime mover control for selectivelypositioning said fulcrum for regulating the pressure delivery of saidpump.

14. In a motor vehicle, an internal combustion engine having a fuel feedcontrol member, a power transmitting mechanism having a plurality ofspeed ratio controlling devices, fluid pressure operated means forselectively operating said devices, means for supplying fluid pressureto said fluid operated means, control mechanism for said fluid supplymeans, said mechanism comprising means adapted for movement in responseto pressure of fluid delivered by said supply means, a lever operableby` said pressure movable means, and variable means operable by saidfuel feed control member for providing a fulcrum for said lever atdiverse distances from the point of application of force thereto by saidpressure movable means for regulating the pressure of fluid delivered bysaid supply means.

15. In a motor vehicle transmission having a plurality of speed ratiocontrolling devices, a common operating member for selectively operatingsaid devices, means including a pump for supplying a fluid underoperating pressure to said member, valve means operable to control thesupply of said fluid from said supply means to said member, means foroperating said valve means, and means controlled by said valve operatingmeans for regulating the delivery output of said pump to said supplymeans.

16. In a motor vehicle transmission having a plurality of fluid pressureoperated speed ratio controlling devices, means includinga pump forsupplying fluid under pressure for operation oi' said devices, valvemeans operable to control operation of said devices, means for operatingsaid l valve means, and means controlled by said valve operating meansoperable to vary the fluid displacement of said pump.

17. In a motor vehicle, transmission mechanism having a plurality ofspeed ratio controlling devices, fluid pressure operated means forselectively operating said devices, means including a variable operablepump for supplying a fluid under operating pressure to said pressureoperated means, valve means controlling the supply of fluid to saidpressure operated means, means for operating said valve means, vehicledriver control means operable to effect operation of said valveoperating means, a second vehicle driver control means operable to eiectoperation of said valve operating means independently of the operationof said rst mentioned driver control means, and means responsive tooperation of one of said driver control means for varying the operationof said pump.

18. In a motor vehicle, transmission mechanism having a plurality ofspeed ratio controlling devices, fluid pressure operated means forselectively operating said devices, means for supplying a fluid underoperating pressure to said pressure operated means, said supply meansincluding a variably operable pump, valve means operable to control thesupply of uid from said supply means to fluid pressure operated means, adriver operable control member, means operable in response to operationof said member for actuating said valve means, and other meansresponsive to operation of said member for varying the operation of saidpump.

19. In a power transmitting mechanism including a plurality ofselectively operable fluid pressure operated speed ratio controllingdevices,

means including a pump for supplying a fluid under operating pressure tosaid devices, pressure responsive means operable to vary the operationof said pump, and means including a variable fulcrum operable to causesaid pressure responsive means to vary the operation of said pump.

20. In a motor vehicle, a power transmitting mechanism including aplurality of selectively operable iiuid pressure operated speed ratiocontrolling devices, means including a pump for supplying `a fluid underoperating pressure to said devices, pressure responsive means operableto vary the operation of said pump, a variable fulcrum operable to causesaid pressure responsive means to vary the operation of said pump, andvehicle driver operable means operable to cause operation of saidfulcrum.

21. In a motor vehicle, a prime mover, a control operable to increaseand decrease respectively the torque output of said prime mover, a powertransmitting mechanism including a fluid pressure operated speed ratiocontrolling'device, a pump for supplying a fluid for operation of saiddevice, a drive for said pump, and mechanism operable in response tooperation of said control to vary the fluid displacement of said pump.

22. In a motor vehicle, power transmitting mechanism including aplurality of fluid pressure operated speed ratio controlling devices,means including variably operable pump mechanism for supplying afluidfor operation of said devices, and vehicle driver operated control meansoperable to selectively condition said pump mechanism for varying thefluid displacement thereof.

23. In a motor vehicle, power transmitting mechanism including aplurality of iiuid pressure operated speed ratio controlling devices.means inclding a pump for supplying a fluid for operation of saiddevices, a drive for said pump, mechanism operable to vary the fluiddisplace- -ment of said pump, and a vehicle driver operated controlmember movable through predetermined limits of travel operable to causesaid mechanism to progressively vary the Vfluid displacement of saidpump as said member is moved through said limits of travel.

24. In a motor vehicle transmission including a fluid pressure operatedspeed ratio controlling device, means including a. variably operablepump for supplying a fluid under pressure for operation of said device,valve means operable to control the supply of fluid from said supplymeans to said device, means operable to effect operation of said valvemeans, and means controlled by said valve operating means for varyingthe fluid displacement of said pump.

25. In a vehicle driving system, an engine having a throttle controlelement movable from a throttle closing position to a throttle openingposition, a driving member, a member adapted to be driven by saiddriving member, a fluid pressure operated device for controlling thedrive between said members, means including a pump for supplying a fluidunderoperating pressure to said device, drive means for said pump, andmeans other than said pump drive means operably associated with saidthrottle control member and operable to progressively increase the fluiddisplacement of said pump in response to movement of said element fromsaid closing position to said opening position.

CARL A. NERACHER.

